Front vehicle-body structure of vehicle

ABSTRACT

A front vehicle body comprises a front frame, an apron reinforcement, and a suspension housing. The suspension housing comprises first and second open cross-sections extending in a vehicle width direction and interconnecting the front frame and the apron reinforcement. The suspension housing includes first joint portions which are joined to an outer face of the front frame and second joint portions which are joined to an inner face of the front frame. The first joint portions and the second joint portions are arranged on an end portion of the suspension housing which is positioned on a front-frame side such that they are alternately aligned in a vehicle longitudinal direction.

BACKGROUND OF THE INVENTION

The present invention relates to a front vehicle-body structure of avehicle which comprises a suspension housing, to which a suspensioncomponent is attached and which is positioned at a vehicle's frontportion.

A suspension housing to receive a load inputted from a damper of a frontsuspension is provided at a front portion of a vehicle, such as anautomotive vehicle. In general, the suspension housing is arranged toconnect a front frame extending in a vehicle longitudinal direction andan apron reinforcement extending in the vehicle longitudinal directionand arranged above and on an outward side, in a vehicle width direction,of the front frame (see Japanese Patent Laid-Open Publication No.2011-005882, for example).

The suspension housing includes a housing body accommodating the frontsuspension, a suspension top portion supporting an upper end of thedamper, connection portions for the front frame and the apronreinforcement, and others. The suspension housing is generallymanufactured by a method of a press molding of a steel plate. Meanwhile,a method of casting the suspension housing with aluminum (die-castaluminum) has been considered from viewpoints of relatively-poor formingflexibility of the press molding and perusing a further reduction of avehicle-body weight.

A resistance against the load inputted from the suspension top portionis required for the suspension housing. Particularly, the suspensionhousing needs to be strong enough to restrain it from deforming, fallingdown inwardly in a vehicle width direction. Even if the inwardfalling-down deformation of 0.1 mm or so occurs, various performances ofmaneuverability/stability, NVH (Noise, Vibration, Harshness),strength/durability, and the like are affected by that.

SUMMARY OF THE INVENTION

An object of the present invention is to provide a front vehicle-bodystructure of a vehicle which can restrain the deformation, in thevehicle width direction, of the suspension housing even when a largeload is inputted to the suspension top portion.

The present invention is a front vehicle-body structure of a vehicle,comprising a front frame extending in a vehicle longitudinal directionand having a closed cross-section, an apron reinforcement extending in avehicle longitudinal direction and arranged above and on an outwardside, in a vehicle width direction, of the front frame, and a suspensionhousing connecting the front frame and the apron reinforcement, to whicha suspension component is attached, wherein the front frame includes anouter face facing an outward side in the vehicle width direction, aninner face facing an inward side in the vehicle width direction, and anupper face positioned upward between the outer face and the inner face,the suspension housing includes a first joint portion joined to theouter face of the front frame and a second joint portion joined to theinner face of the front frame, and the first joint portion and thesecond joint portion are arranged on an end portion of the suspensionhousing which is positioned on a front-frame side such that the firstand second joint portions are alternately aligned in the vehiclelongitudinal direction.

According to the present front vehicle-body structure, the suspensionhousing is joined to the front frame such that the outer face and theinner face of the front frame are interposed alternately, in the vehiclelongitudinal direction, between the first joint portion and the secondjoint portion of the suspension housing. The load inputted to thesuspension housing can be dispersed to the front frame by adopting theabove-described joining manner, so that the resistance against thedeformation, in the vehicle width direction, of the suspension housingcan be increased. Particularly, since the above-described first jointportion forms the joint portion joined to the outer face of the frontframe at a position which is closer to an input point (a suspension topportion) of the load inputted to the suspension housing, a moment forcewhich causes the inward falling-down deformation of the suspensionhousing can be weakened.

In the above-described front vehicle-body structure of the vehicle, itis preferable that the suspension housing comprise plural opencross-sections extending in the vehicle width direction andinterconnecting the front frame and the apron reinforcement, the pluralopen cross-sections being spaced apart from each other in the vehiclelongitudinal direction, and a longitudinal area of the suspensionhousing where each of the open cross-sections exists be joined to thefront frame by the second joint portion.

According to this front vehicle-body structure, the resistance againstthe deformation, in the vehicle width direction, of the suspensionhousing can be increased by providing the suspension housing with theopen cross-sections extending in the vehicle width direction. Further,the second joint portion joined to the inner face of the front frameexists in the area where the open cross-section exists, and the firstjoint portion joined to the outer face of the front frame exists in anarea other than the above-described area. Accordingly, the balance ofjoining can be made appropriate.

In the above-described front vehicle-body structure of the vehicle, itis preferable that an end portion of each of the open cross-sectionswhich is positioned on a front-frame side be formed by a pair of sideplates which have a width corresponding to a width, in the vehicle widthdirection, of the upper face of the front frame and a connecting platewhich connects end edges of respective inward sides, in the vehiclewidth direction, of the pair of side plates, and the second jointportion be a connection portion which is continuous to an end portion ofthe connecting plate.

According to this front vehicle-body structure, the suspension housingcan be provided with the second joint portion in a properly simplemanner by utilizing the shape features of the open cross-sections.

In the above-described front vehicle-body structure of the vehicle, itis preferable that the suspension housing further comprise a suspensiontop portion to which the suspension is attached and a flat face portionwhich extends downward from the suspension top portion, and a firstextension portion which constitutes the first joint portion be providedcontinuously to a lower end of the flat face portion.

According to this front vehicle-body structure, since the flat faceportion extending downward from the suspension top portion is provided,the load inputted to the suspension top portion can be transmittedvertically to the front frame by way of the flat face portion.Accordingly, the inward falling-down deformation of the suspensionhousing can be restrained more effectively. Further, the first jointportion which is properly strong for the outer face of the front framecan be easily made at the first extension portion extended from the flatface portion.

In the above-described front vehicle-body structure of the vehicle, itis preferable that the first open cross-section and the second opencross-section be arranged alternately aligned in the vehiclelongitudinal direction such that the above-described flat face portionis interposed between these open cross-sections, the suspension housingfurther comprise the second and third extension portions whichconstitute the first joint portion, and the connection portion of thesecond joint portion for the first open cross-section be interposed, inthe vehicle longitudinal direction, between the first and secondextension portions and the connection portion of the second jointportion for the second open cross-section be interposed, in the vehiclelongitudinal direction, between the first and third extension portions.

Herein, the strength of the above-described connection portionsconstituting the second joint portion tends to be relatively weak.According to this front vehicle-body structure, however, since thestructure is configured such that these connection portions areinterposed, in the vehicle longitudinal direction, between the first andsecond extension portions and between the first and third extensionportions, the connection portions can be reinforced by the first jointportion which the first—third extension portions constitute even if thestrength of the connection portions is relatively weak.

Other features, aspects, and advantages of the present invention willbecome apparent from the following description which refers to theaccompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view schematically showing a front vehicle-bodystructure of a vehicle according to the present invention.

FIG. 2 is a perspective view of an assembled suspension housing of thefront vehicle-body structure.

FIG. 3 is a schematic sectional view taken along line of FIG. 2.

FIG. 4 is a perspective view of the front vehicle-body structure in astate in which a front frame inner is removed from a state shown in FIG.2.

FIG. 5 is a top plan view of the suspension housing.

FIG. 6 is a bottom plan view of the suspension housing.

FIG. 7 is a perspective view of the vicinity of a lower end of thesuspension housing.

FIG. 8 is a perspective view of a first bulkhead.

FIG. 9 is a perspective view of a second bulkhead.

FIG. 10 is a perspective view which shows joint portions of thesuspension housing to the front frame.

FIG. 11 is a schematic side view which shows the joint portions of thesuspension housing to the front frame.

DETAILED DESCRIPTION OF THE INVENTION

[Outline of Front Vehicle-Body Structure of Vehicle]

Hereafter, an embodiment of the present invention will be describedreferring to the accompanying drawings. FIG. 1 is a perspective viewschematically showing a structure of a front vehicle body 1 of a vehicleV according to the present invention. Arrows of “Front” and “Rear” of alongitudinal direction, arrows of “Left” and “Right” of a vehicle widthdirection, and arrows of “Up” and “Down” of a vehicle height directionof the vehicle V are shown in FIG. 1. The arrows of “Front” “Rear” “Up”“Down” “Left” and “Right” shown in the following figures follow thedirectional indication shown in FIG. 1.

The front vehicle body 1 comprises a dash panel 2, a front frame 3, anapron reinforcement 4, a suspension housing 5, and a sab frame 7. Thefront frame 3, the apron reinforcement 4, and the suspension housing 5are composed of a pair of right-and-left vehicle-body members,respectively, and each right-side part of those is only shown only inFIG. 1 in order to avoid complexity of the figure, omitting illustrationof each left-side part of those.

The dash panel 2 is a laterally-long panel and longitudinally partitionsa front part of a cabin S from an engine room E. The front frame 3extends in the vehicle longitudinal direction and has a closedcross-section. A rear end of the front frame 3 is connected to a frontside of the dash panel 2. Reinforcing members to reinforce the crosssection (a first bulkhead 6A and a second bulkhead 6B, which will bedescribed) are arranged in the closed cross-section of the front frame3. The engine room E is provided between a pair of front frames 3, wherean engine unit, not illustrated, which comprises an engine, atransmission and others is installed.

The apron reinforcement 4 is arranged above and on an outward side, inthe vehicle width direction, of the front frame 3, and extends in thevehicle longitudinal direction. The right-side apron reinforcement 4 isarranged at an obliquely rightward-and-upward 45-degree positionrelative to the right-side front frame 3. There is a space for a wheelhouse WH which covers over a front wheel, not illustrated, between theapron reinforcement 4 and the front frame 3.

The suspension housing 5 is a member to which a suspension component,specifically an upper end of a damper (not illustrated) comprising acoil spring and a shock absorber, is attached. The suspension housing 5is configured in a housing shape to open at its lower end andaccommodate the damper, and interconnects the front frame 3 and theapron reinforcement 4 so as to cover over the wheel house WH. Thesuspension housing 5 is an aluminum die-cast product. This suspensionhousing 5 may be manufactured by pressing of a metal plate or the like,of course.

The sub frame 7 is a vehicle-body member arranged below the front frame3. The sub frame 7 includes a suspension cross member 71 which ispositioned below the engine room E and arranged between the pair offront frames 3. The sub frame 7 further includes a pair of suspensionarms 72 which extends outward, in the vehicle width direction, fromright-and-left both sides of the suspension cross member 71, a pair ofright-and-left engine support members 73 which extend in the vehiclelongitudinal direction, a front cross member 74 which extends betweenrespective front ends of the pair of engine support members 73, and apair of cross member arms 75. The cross member arm 75 is provided torise on an upper face of the suspension cross member 71 and connect thefront frame 3 and the suspension cross member 71. A cylindrical portion76 which accommodates a fastening bolt (not illustrated) to fasten theboth is provided at an upper end of the cross member arm 75.

[Major Part of Front Vehicle Body]

FIG. 2 is a perspective view of the assembled right-side suspensionhousing 5 of the front vehicle body 1. In this case, the left sidecorresponds to the inward side in the vehicle width direction (“inward”shown as the directional indication), and the right side corresponds tothe outward side in the vehicle width direction (“outward” shown as thedirectional indication). FIG. 3 is a schematic sectional view takenalong line of III-III of FIG. 2, and FIG. 4 is a perspective view of thefront vehicle-body structure in a state in which a front frame inner 31is removed from a state shown in FIG. 2.

<Front Frame>

The front frame 3 is a vehicle-body rigidity member which forms a closedcross-section C1 extending in the vehicle longitudinal direction, and isa bent product which is made of a high-rigidity plate, such as a steelplate. The front frame 3 comprises the front frame inner 31 which has aroughly U-shaped cross section being relatively wide in a lateraldirection and a front frame outer 32 which has a roughly U-shaped crosssection being relatively narrow in the lateral direction. As shown inFIG. 3, the front frame 3 (the closed cross-section C1) is formed in arectangular shape having a longer vertical length. The front frame 3has, at its periphery, an outer face 3A which faces the outward side(right), an inner face 3B which faces the inward side (left), an upperface 3C which is positioned upward between the outer face 3A and theinner face 3B, and a lower face 3D which is positioned downward betweenthe outer face 3A and the inner face 3B.

The front fame inner 31 comprises a side plate 310 which extends in thevertical direction, an upper plate 311 which extends rightward from anupper end of the side plate 310, and a lower plate 312 which extendsrightward from a lower end of the side plate 310. The cylindricalportion 76 of the cross member arm 75 contacts a specified position ofthe lower plate 312. A penetration (through) hole 312A which has adiameter roughly equal to that of a hollow hole which the cylindricalportion 76 has is formed at the specified position of the lower plate312. An upper flange 313 is provided to extend upward from a right endof the upper plate 311. Further, a lower flange 314 is provided toextend downward from a right end of the lower plate 312.

The front frame outer 32 comprises a side plate 320 which extends in thevertical direction. Upper and lower ends of the side plate 320 bendslightly leftward. An upper flange 321 extends from an upper end of theside plate 320, and a lower flange 322 extends downward from a lower endof the side plate 320. The upper flange 321 includes a wide portion 321Awhich has a partially-expanded vertical width for attaching thesuspension housing 5. The upper flanges 313, 321 are contacted with eachother and the lower flanges 314, 322 are contacted with each other, andthese flanges are respectively fixed together by spot welding or thelike. The closed cross-section C1 is formed by the front frame inner andouter 31, 32 joined together as described above.

The first bulkhead 6A (reinforcing member) and the second bulkhead 6B(reinforcing member) are arranged in the closed cross-section C1 of thefront frame 3 in order to increase the rigidity of the closedcross-section C1. The first bulkhead 6A and the second bulkhead 6B havejoint faces for an inner face of the front frame 3. These bulkheads 6A,6B will be described specifically later.

Further, an attachment plate 33 for fixing the suspension cross member71 is arranged in the closed cross-section C1 of the front frame 3. Theattachment plate 33 is made of a bent plate and has a horizontal plateportion which contacts the lower plate 312 of the front frame inner 31.The horizontal plate portion has a through hole which corresponds to ahole position of the penetration hole 312A of the lower plate 312. Theabove-described fastening bolt, not illustrated, is inserted into thesepenetration hole 312A and through hole and the hollow hole of thecylindrical portion 76 of the cross member 75. A tip portion of thefastening bolt is screwed into a weld nut 331 which is arranged on anupper-face side of the attachment plate 33, so that the front frame 3and the suspension cross member 71 are fixed together.

<Apron Reinforcement>

The apron reinforcement 4 is a reinforcing member which is made bybending a high-rigidity plate, such as a steel plate, in an L shape, andcomprises a horizontal plate 41 and a vertical plate 42 which extendsdownward from a right end of the horizontal plate 4. A rear end 43 ofthe apron reinforcement 4 is fixed to a front pillar, not illustrated.

<Suspension Housing>

FIGS. 5 through 7 will be referred to additionally to FIGS. 2 through 4.FIG. 5 is a top plan view of the suspension housing 5, FIG. 6 is abottom plan view of the suspension housing 5, and FIG. 7 is aperspective view of the vicinity of a lower end of the suspensionhousing 5. The suspension housing 5 comprises a housing body 51, asuspension top portion 52, and first and second closed cross-sections53, 54. A right end side of the suspension housing 5 is an upper end 501which is fixed to the apron reinforcement 4, and a left end side of thesuspension housing 5 is a lower end 502 which is fixed to the frontframe 3. There exists a difference in height between a level of theupper end 501 and a level of the lower end 502, which corresponds to adifference in height between the apron reinforcement 4 and the upperface 3C of the front frame 3.

The housing body 51 is a roughly truncated-cone shaped tower whichaccommodates the damper of the suspension. The suspension top portion 52is positioned at a top of the housing body 51. The suspension topportion 52 has a suspension attachment hole 521 into which the upper endof the damper is attached. The housing body 51, which has a roughlycircular horizontal cross-section, includes a flat face portion 511 atits left face. The flat face portion 511 is a vertical wall whichextends downward from the suspension top portion 52 to the lower end502.

A flat upper-face portion 503 is provided on the right of the suspensiontop portion 52. The upper face portion 503 is positioned at a levelwhich is lower than the suspension top portion 52 and extendslongitudinally in a belt shape. An upper end flange is provided toextend on the right of the upper face portion 503. The upper faceportion 503 and the upper end flange 504 are connected by a verticalplate 505.

As shown in FIG. 3, the suspension top portion 52 becomes a load inputportion P1 where a vertical load is inputted from the suspension. Thesuspension housing 5 is fixed to the apron reinforcement 4 such that theupper end 501 is located above the level of the lower end 502.Accordingly, when the load is inputted upward to the load input portionP1 from below, the suspension housing 5 deforms easily, falling downinwardly in the vehicle width direction, as shown by an arrow F. Asdescribed previously, even if the slight inward falling-down deformationoccurs, the various performances of maneuverability/stability, NVH,strength/durability, and the like are affected.

It is required, in order to resist a force of the above-described inwardfalling-down deformation, to improve the sectional secondary moment ofthe suspension housing 5 against a deformation force of the arrow Fdirection. The first open cross-section 53 and the second opencross-section 54 are provided at the suspension housing 5 in order toincrease the above-described sectional secondary moment. The opencross-section used in the present description does not mean a crosssection which is fully closed like the above-described closedcross-section C1 or a cross section which is closed by a plate except aslight opening, but means a cross section having an opening which isformed by plural bending portions so as to have a swollen part, such asa squire-pillar shaped or V shaped swollen part. The first opencross-section 53 and the second open cross-section 54 are arranged awayfrom each other in the vehicle longitudinal direction at the suspensionhousing 5, specifically arranged longitudinally such that the housingbody 51 (the flat space portion 511) is positioned between the both.

The first open cross-section 53 extends in the vehicle width directionbetween the front frame 3 and the apron reinforcement 4 in front of thehousing body 51. The first open cross-section 53 is a squire-pillarshaped (so-called hat shaped) open cross-section which is formed by apair of front-and-rear side plates 531 and a connecting plate 532. Opencross-section spaces CA are shown in FIG. 6. The open cross-sectionspaces CA open toward the side of the wheel house WH. As shown in FIG.7, the pair of side plates 531 have a width d which corresponds to awidth, in the vehicle width direction, of the upper face 3C of the frontframe 3 at a position near the lower end 502 which is positioned on theside of the front frame 3 (on the left side). The connecting plate 532connects upper end edges of the pair of side plates 531 (inward endedges, in the vehicle width direction, of the pair of side plates 531 atthe position near the lower end 502).

The front-side side plate 531 extends substantially from the front sideframe 3 to the apron reinforcement 4. Meanwhile, a part of the rear-sideside plate 531 is exposed to the outside at a position near a left endof the first open cross-section 53, that is—in an area substantiallyfrom the front frame 3 to the flat face portion 511 of the housing body51. As shown in FIG. 6, a portion of the rear-side side plate 531 whichis positioned near its right end is positioned behind the upper faceportion 503, and a central portion is continuous to a right-side part ofthe housing body 51.

Each of the pair of side plates 531 and the connecting plate 532 (twofaces of the open cross-section) cross each other roughlyperpendicularly. A crossing portion of the front-side side plate 531 andthe connecting plate 532 is a front ridgeline portion 533, and acrossing portion of the rear-side side plate 531 and the connectingplate 532 is a rear ridgeline portion 534. The front ridgeline portion533 extends in the vehicle width direction substantially from the frontframe 3 to the apron reinforcement 4. The rear ridgeline portion 534extends substantially from the front frame 3 to the flat face portion511. Herein, a right end of the rear ridgeline portion 534 connects to aridgeline where the connecting plate 532 and a front-side vertical wallof the housing body 51 cross each other, and the rear ridgeline portion534 which is substantially a high rigidity portion extends to a positionnear the apron reinforcement 4. These front-and-rear ridgeline portions533, 534 serve as a high-rigidity portion to increase the rigidity ofthe first open cross-section 53, thereby contributing to an improvementof the sectional secondary moment of the suspension housing 5.

The second open cross-section 54 extends in the vehicle width directionbetween the front frame 3 and the apron reinforcement 4 in back of thehousing body 51. The second open cross-section 54 is a hat-shaped opencross-section which is formed by a pair of front-and-rear side plates541 and a connecting plate 542, similarly to the first opencross-section 53. The pair of side plates 541 also have a width d whichcorresponds to the width, in the vehicle width direction, of the upperface 3C of the front frame 3 at a position near the end portion which ispositioned on the side of the front frame 3. The connecting plate 542connects upper end edges of the pair of side plates 541 (inward endedges, in the vehicle width direction, of the pair of side plates 541).

The side plates 541 and the connecting plate 542 are similar to the sideplates 531 and the connecting plate 532 of the first open cross-section53 except the wider longitudinal with of the connecting plate 542 thanthat of the connecting plate 532 of the first open cross-section 53. Aportion where the front-side side plates 541 and the connecting plate542 cross each other is a front ridgeline portion 543, and a portionwhere the rear-side side plates 541 and the connecting plate 542 crosseach other is a rear ridgeline portion 544. The rear ridgeline portion544 is the ridgeline which corresponds to the front ridgeline portion533 of the first open cross-section 53, and the front ridgeline portion543 is the ridgeline which corresponds to the rear ridgeline portion534. These front-and-rear ridgeline portions 543, 544 serve as ahigh-rigidity portion to increase the rigidity of the second opencross-section 54, thereby contributing to the improvement of thesectional secondary moment of the suspension housing 5.

<Description of Connectional Structure Portion of Suspension Housing>

Subsequently, a connectional structure portion positioned on the side ofthe upper end 501 and a connectional structure portion positioned on theside of the lower end 502 will be described. A connection portion of theupper end 501 to the apron reinforcement 4 is formed by the upper faceportion 503 and the upper end flange 504. Referring to FIG. 3, the upperface portion 503 overlaps a left portion of the horizontal plate 41 ofthe apron reinforcement 4 in the vertical direction. A portion of theupper end flange 504 which is positioned near its right end overlaps alower flange of the vertical plate 42. The upper end 501 and the apronreinforcement 4 are fixed at these overlapping portions.

Since the connection portion of the upper end 501 and the apronreinforcement 4 is formed, a closed cross-section C2 which extends inthe longitudinal direction is formed at this connection portion. Thatis, a right-side portion of the horizontal plate 41 and a left-sideportion of the upper end flange 504 face each other, being spaced apartfrom each other, and also the vertical plate 42 and the vertical plate505 face each other, being spaced apart from each other. A spaceenclosed by these is the closed cross-section C2. The rigidity of aportion of the suspension housing 5 which is positioned on the side ofthe upper end 501 is increased by the closed cross-section C2.

Next, a connectional structure portion positioned on the side of thelower end 502 will be described. The suspension housing 5 includesseparation portions 55 and first and second connection portions 535, 545at its lower end 502 which is a connection portion to front frame 3. Theseparation portions 55 are provided to make the end portions of thefirst and second open cross-sections 53, 54 which are positioned on thelower end 502 (the end portions positioned on the side of the frontframe 3) and the upper face 5C of the front frame 3 contactless. FIG. 7shows a lower end edge 53E of the first open cross-section 53 and alower end edge 54E of the second open cross-section 54. These lower endedges 53E, 54E face the upper face 5C having a gap of the separationportions 55. That is, the first and second open cross-sections 53, 54are disconnected from each other at the position of the separationportions 55.

The front frame 3 is positioned adjacently to the wheel house WH.Accordingly, it is assumed that water drops are jumped up onto the upperface 5C from the side of the wheel house WH during traveling in the rainor the like. If the lower end edges 53E, 54E of the first and secondopen cross-sections 53, 54 extend downward to a position located closeto the upper face 5C, the water drops tend to easily stay on this closeportion. In the present embodiment, however, the lower end edges 53E,54E and the upper face 5C are spaced apart from each other by providingthe separation portions 55, the water drops can be properly preventedfrom staying on the upper face 5C.

Further, the suspension housing 5 is made of aluminum die-cast and thefront frame 3 is made of the steel plate in the present embodiment. Thatis, while the suspension housing 5 and the front frame 3 are made ofdifferent kinds of metal, contact portions of these members can bereduced in number by providing the separation portions 55. Accordingly,problems of corrosion because of contact of different kinds of metal andthe like, especially a problem of electrolytic corrosion caused by watercan be suppressed.

The first and second connection portions 535, 545 are provided toconnect the first and second open cross-sections 53, 54 and the innerface 3B of the front frame 3. The first connection portion 535 is a flatplate portion which is continuous downward from a lower end of theconnecting plate 532 of the first open cross-section 53. Likewise, thesecond connection portion 545 is a flat plate portion which iscontinuous downward from a lower end of the connecting plate 532 of thesecond open cross-section 54. The first and second connection potions535, 545 extend downward beyond the separation portions 55, overlappingan upper portion of the inner face 3B in the lateral direction. Thefirst and second connection potions 535, 545 are fixed to the inner face3B at their overlapping portions with the inner face 3B by spot weldingor the like. FIG. 3 schematically shows this fixation portion byreference character of an inward fixation portion P2.

The suspension housing 5 has a connection portion for a flange portion3F of the front frame 3 (on the side of the outer face 3A) which ispositioned on the side of the lower end 502. The suspension housing 5includes a first extension portion 512, a second extension portion 513,and a third extension portion 514 in order to provide theabove-described connection portion. The first extension portion 512 is aflat plate portion which is provided continuously to a lower end of theflat face portion 511, and is positioned between the first opencross-section 53 and the second open cross-section 54. The secondextension portion 513 is a flat plate portion which is providedadjacently in front of the first open cross-section 53. The thirdextension portion 514 is a flat plate portion which is providedadjacently in back of the second open cross-section 54.

As shown in FIGS. 2 and 7, the lower end edges 53E, 54E of the first andsecond open cross-sections 53, 54 and the lower end edges of the first,second and third extension portions 512, 513, 514 are identical.Further, as shown in FIG. 6, the first-third extension portions 512-514are arranged substantially at the same position in the lateral directionand straightly in the longitudinal direction. The end portions of thefirst and second open cross-sections 53, 54 which are positioned on theside of the front frame protrude leftward from a flat face which thefirst-third extension portions form.

The flange portion 3F of the front frame 3 includes the wide portion321A which has the longer vertical width than the other part asdescribed previously. The wide portion 321A has a longitudinal widthwhich can face all of the first-third extension portions 512-514. Thefirst-third extension portions 512-514 overlap the wide portion 321A inthe lateral direction, and these overlapping portions are fixed by spotwelding or the like. FIG. 3 shows the fixation portions by referencecharacter of an outward fixation portion P3. The second extensionportion 513, the first connection portion 535, the first extensionportion 512, the second connection portion 545, and the third extensionportion 514 are aligned in this order from the front side when viewed inthe vehicle longitudinal direction. That is, the outward fixationportion P3 and the inward fixation portion P2 are arranged so as to bealternately aligned in the vehicle longitudinal direction on the side ofthe lower end 502, which will be described in detail later referring toFIGS. 10 and 11.

<Reinforcing Structure of Suspension Housing>

The suspension housing 5 increases the resistance against thedeformation in the vehicle width direction by providing the first andsecond open cross-sections 53, 54, and has a further reinforcingstructure additionally to this. The suspension housing 5 is providedwith first vertical ribs 536, second vertical ribs 546, first lateralribs 537, second lateral ribs 547, thick wall portions 56, and innerribs 571-579 (FIG. 6) as the additional reinforcing structure.

The first vertical ribs 536 are provided at the first connection portion535 which is provided continuously to the first open cross-section 53,and the second vertical ribs 546 are provided at the second connectionportion 545 which is provided continuously to the second opencross-section 54. The first and second vertical ribs 536, 546 arereinforcing portions to suppress bending deformation, in the vehiclewidth direction, of the first and second connection portions 535, 545,respectively. Since the lower end 502 of the suspension housing 5 andthe inner face 3B of the front frame 3 are connected by the first andsecond connection portions 535, 545 having no open cross-section becausethe separation portions 55 are provided, this potion may be able tobecome a weak part in mechanical strength. However, by providing thefirst and second vertical ribs 536, 546, the rigidity of the first andsecond connection portions 535, 545 can be increased, so that the inwardfalling-down deformation of the suspension housing 5 can be restrained.

The first vertical ribs 536 are provided to protrude at a left face ofthe first connection portion 535, which are slender ribs extending inthe vertical direction. Herein, an example in which the two firstvertical ribs 536 are provided in parallel having a gap in thelongitudinal direction between them is shown. Likewise the secondvertical ribs 546 are provided to protrude at a left face of the secondconnection portion 545, which are slender ribs extending in the verticaldirection. Herein, since the second connection portion 545 is relativelywide, the three second vertical ribs 546 are provided in parallel havinga gap in the longitudinal direction between them.

The first lateral ribs 537 are provided to protrude at positions locatednear respective lower ends of the pair of side plates 531 of the firstopen cross-section 53, and the second lateral ribs 547 are provided toprotrude at positions located near respective lower ends of the pair ofside plates 541 of the second open cross-section 54. The first andsecond lateral ribs 537, 547 suppress bending deformation in the lateraldirection of the pair of side plates 531, 541. That is, while the sideplates 531, 541 become weaker at around the lower end edges 53E, 54Ebecause of forming the separation portions 55, the rigidity of those isincreased by the first and second lateral ribs 537, 547.

Each of the first lateral ribs 537 is a slender rib slanting leftwardand downward, and the front-side first lateral rib 537 extends from thesecond extension portion 513 up to the first connection portion 535 andthe rear-side first lateral rib 537 extends from the first extensionportion 512 up to the first connection portion 535. Likewise, each ofthe second lateral ribs 547 is a slender rib slanting leftward anddownward, and the front-side second lateral rib 547 extends from thefirst extension portion 512 up to the second connection portion 545 andthe rear-side second lateral rib 547 extends from the third extensionportion 514 up to the second connection portion 545. Herein, the firstand second lateral ribs 537, 547 may be arranged at either one of thepair of side plates 531, 541 alternatively.

The thick wall portions 56 are provided for increasing the first andsecond connection portions 535, 545 having no open cross-sectionstructure in addition to the first and second vertical ribs 536, 546.The thick wall portions 56 are formed at the positions which face theseparation portions 55, and a plate thickness of each thick-wall-portion56 forming part of the first and second connection portions 535, 545 isconfigured to be thicker than that of any other part of the suspensionhousing 5. As shown in FIG. 6, the thick wall portions 56 protrude oneach back-face side of the first and second connection portions 535, 545such that each thickness thereof becomes greater (thicker) toward anupward position. This kind of thick wall portion 56 can be easily madeof aluminum die-cast. At the first connection portion 535, the thickwall portion 56 is arranged between the pair of right-and-left firstvertical ribs 536. Further, at the second connection portion 545, thethick wall portion 56 is arranged between the foremost and rearmostsecond vertical ribs 536. The middle second vertical rib 546 among thethree ribs 546 is provided to protrude on the thick wall portion 56. Therigidity of the first and second connection portions 535, 545 isincreased by the above-described arrangement of the thick wall portion56.

The inner ribs 571-579 are the ribs extending longitudinally whichpartition the open cross-sections CA of the first and second opencross-sections 53, 54 as shown in FIG. 6. The four inner ribs 571, 572,573, 574 are arranged at specified intervals in the open cross-sectionCA of the first open cross-section 53. The inner ribs 571-574 extendover a space between the pair of side plates 531 and partition the opencross-section CA of the first open cross-section 53 into plural spaces.The five inner ribs 575, 576, 577, 578, 579 are arranged at specifiedintervals in the open cross-section CA of the second open cross-section54. The inner ribs 575-579 extend over a space between the pair of sideplates 541 and partition the open cross-section CA of the second opencross-section 54 into plural spaces.

<Bulkheads>

As shown in FIG. 4, the first bulkhead 6A and the second bulkhead 6B arearranged in the closed cross-section C1 of the front frame 3 in order toreinforce the cross-section.

The first bulkhead 6A and the second bulkhead 6B are members which aremade by applying punching or bending processing to a high-rigidityplate, such as the steel plate, and these bulkheads 6A, 6B are arrangedto partition the closed cross-section C1, thereby achieving theperformance of increasing the rigidity of the closed cross-section C1.The first bulkhead 6A is arranged substantially in an extension area ofthe first open cross-section 53 being extended downward, and the secondbulkhead 6B is arranged substantially in an extension area of the firstopen cross-section 53 being extended downward, respectively.

FIG. 8 is a perspective view of the first bulkhead 6A. The firstbulkhead 6A includes a partition face portion 61 which is made of a flatmember extending perpendicularly to an extension direction (thelongitudinal direction) of the closed cross-section C1. The partitionface portion 61 is formed in a rectangular shape having a longervertical side, and its size is substantially the same as a sectionalsize of the closed cross-section C1. The space of the closedcross-section C1 is partitioned longitudinally by this partition faceportion 61.

An upper flange 621, a lower flange 622, a right flange 623, and a leftflange 624 are provided to protrude from four sides of the partitionface portion 61, respectively. These flanges 621, 622, 623, 624 have atongue-piece shape, and are formed by being bent substantially at rightangles to the partition face portion 61. Bending directions of three ofthose are a forward direction except the left flange 624 having arearward bending direction.

The flanges 621, 622, 623, 624 are joint portions to the front frame 3.Referring to FIGS. 3 and 4, the upper flange 621 is fixed to the upperplate 311 of the front frame inner 31, the lower flange 622 is fixed tothe lower plate 312, the right flange 623 is fixed to the side plate 320of the front frame outer 32, and the left flange 624 is fixed to theside plate 310 of the front frame inner 31, respectively, by spotwelding.

Two concave portions 631 are provided at a ridgeline portion 63 of aborder between the partition face portion 61 and the left flange 624 inorder to increase the rigidity of the bulkhead 6A. Further, a largethrough (penetration) hole 611 and two small through (penetration) holes612 are provided at the partition face portion 61. The large throughhole 611 is a hole to allow electrodeposition liquid to flowlongitudinally therethrough in a process of applying rust-preventiveagent to the vehicle body by electrodeposition coating. The smallthrough hole 612 can make the electrodeposition liquid flowtherethrough, but this hole 612 is provided mainly for the spot welding.Further, forming of the large through hole 611 and the small throughhole 612 contributes to the weight reduction of the first bulkhead 6A. Aflange portion 613 which is formed by a burring process is provided atan edge portion of the large through hole 611. The rigidity of thepartition face portion 61, particularly, the rigidity of the partitionface portion 61 against the load inputted to the first bulkhead 6A inthe vertical direction, is increased by the forming of the flangeportion 613.

FIG. 9 is a perspective view of the second bulkhead 6B. The secondbulkhead 6B has a partition face portion 64 which longitudinallypartitions the space of the closed cross-section C1, which is similar tothe above-described partition face portion 61. The partition faceportion 64 is a flat plate which is gently curved in the longitudinaldirection, and has a rectangular shape having a longer vertical length.Its size is substantially the same as the sectional size of the closedcross-section C1. An upper flange 651, a lower flange (not illustratedin FIG. 9), a right flange 652, and a left flange 653 are provided toprotrude from four sides of the partition face portion 64, respectively.These flanges 651, 652, 653 have a tongue-piece shape, respectively, andare formed by being bent substantially at right angles to the partitionface portion 64. Bending directions of three of those are a forwarddirection except the right flange 652 having a rearward bendingdirection.

The flanges 651, 652, 653 are joint portions to the front frame 3.Referring to FIGS. 3 and 4, the upper flange 651 is fixed to the upperplate 311 of the front frame inner 31, the lower flange, notillustrated, is fixed to the lower plate 312, the right flange 652 isfixed to the side plate 320 of the front frame outer 32, and the leftflange 653 is fixed to the side plate 310 of the front frame inner 31,respectively, by spot welding.

A large through (penetration) hole 641 and two rigidity reinforcementportions 642 extending in the vertical direction are provided at thepartition face portion 64. The small through hole 641 is provided mainlyfor the flowing of the electrodeposition liquid the spot welding. Therigidity reinforcement portion 642 is produced by a burring process suchthat part of the partition face portion 64 is protruded rearward havinga cross section formed in a semicircular shape. The rigidity of thepartition face portion 64 is increased by forming of the rigidityreinforcement portion 642. Since the rigidity reinforcement portion 642is formed in the vertically-long shape, the resistance of the partitionface portion 64 against a load inputted, in the vertical direction, tothe second bulkhead 6B can be increased. That is, the partition faceportion 64 has a strong resistance against the load inputted from thesuspension top portion 52 by way of the second open cross-section 54.

<Other Structure Portions of Front Vehicle Body>

Further, a mudguard 8 and a wheel apron are provided at the frontvehicle body 1 (see FIG. 4). The mudguard 8 is a member which coversover the wheel house WH to prevent dirty mud, pebbles, water drops, orthe like which are jumped up by a tire from hitting against the vehiclebody or coming in. The mudguard 8 is arranged below the suspensionhousing 5, and has an attachment portion for the suspension housing 5.Further, the mudguard 8 includes an extension portion (not illustrated)which covers opening potions of back faces of the first opencross-section 53 and the second open cross-section 54 at a positionlocated near a lower end thereof. The wheel apron 9 is arranged in backof and below the suspension housing 5 so as to shut off a travelingnoise of the tire.

[Details of Joint Portions of Suspension Housing to Front Frame]

FIG. 10 is a perspective view which shows joint portions of thesuspension housing 5 to the front frame. As described previously, thereare provided the first and second connection portions 535, 545 and thefirst, second, and third extension potions 512, 513, 514 as the jointportions of the suspension housing 5 to the front frame 3 on the side ofthe lower end 502. The first and second connection portions 535, 545 arerespectively the joint portion joined to the inner face 3B of the frontframe 3, and the first-third extension portions 512-514 are respectivelythe joint portion joined to the outer face 3A (flange portion 3F) of thefront frame. In FIG. 10, the joint portion of the first, second, andthird extension potions 512, 513, 514 are respectively shown by thefirst joint portions H1, H2, H3, and the joint portion of the first andsecond connection portions 535, 545 are respectively shown by the secondjoint portions G1, G2.

Referring to FIG. 3 as well, the first features of these joint portionsis that the first joint portions H1, H2, H3 and the second jointportions G1, G2 are arranged such that the front frame 3 is interposedbetween them in the lateral direction. In FIG. 3, the inward fixationportion P2 is the joint portion of the second joint portions G1, G2, andthe outward fixation portion P3 is the joint portion of the first jointportions H1, H2, H3. Thus, the joint portions of the suspension housing5 to the front frame 3 is strengthened by providing not only the jointportions joined to the inner face 3B of the front frame 3 but the jointportions joined to the outer face 3A of the front frame 3.

Further, the joint portions to the front frame 3 can be arranged at theposition which is closer to the load input portion Pl. The flangeportion 3F is positioned more closely to the load input portion P1 thanthe inner face 3B. If the suspension housing 5 and the front frame 3 arejoined by the second joint portions G1, G2 only, the inward fixationportion P2 is located at a relatively far position from the load inputportion P1. In the present embodiment, however, there is provided theoutward fixation portion P3 which is closer than the load input portionP1. Accordingly, the bending moment at the time the inward falling-downdeforming force shown by the arrow F occurs at the suspension housing 5is weakened by a specified degree which corresponds to the closerposition of the outward fixation portion P3 to the load input portion P1than the inward fixation portion P2.

The second features of the joint portions is that the first jointportions H1, H2, H3 and the second joint portions G1, G2 are arranged tobe alternately aligned in the vehicle longitudinal direction. As shownin FIG. 10, the first joint portion H2, the second joint portion G1, thefirst joint portion H1, the second joint portion G2, and the first jointportion H3 are aligned in this order from the front side toward the rearside. This arrangement layout means that the second joint portions G1,G2 are arranged to be interposed, in the longitudinal direction, betweenthe first joint potions H1, H2, H3, respectively. That is, thefront-side second joint portion G1 is interposed, in the longitudinaldirection, between the first joint portions H1, H2, and the rear-sidesecond joint portion G2 is interposed, in the longitudinal direction,between the first joint portions H1, H3.

The first and second connection portions 535, 545 which constitute thesecond joint portions G1, G2 are the portions which are continuous tothe lower end portions of the connecting plates 532, 542, which do nothave an open cross-section structure. The suspension housing 5 is joinedto the front frame 3 by the first and second connection portions 535,545 in respective areas of the suspension housing 5 that where the firstand second open cross-sections 53, 54 exist. While there are providedthe first and second vertical ribs 536, 545 as the reinforcing member,the rigidity is inevitably inferior to the first and second opencross-sections 53, 54. However, the second joint portions G1, G2 areinterposed, in the longitudinal direction, between the first jointportions H1, H2, H3 to reduce the bending moment so that the jointportions G1, G2 can be assisted by the first and second connectionportions 535, 545 which have a relatively small mechanical strength.

FIG. 11 is the schematic side view which shows the joint portions of thesuspension housing 5 to the front frame 3. In FIG. 11, the longitudinalwidth of the first connection portion 535 (the second joint portion G1)is shown by reference character al, and the longitudinal width of thesecond connection portion 545 (the second joint portion G2) is shown byreference character a2. Herein, it is fine (okay), as long as the firstjoint portions H1, H2, H3 and the second joint portions G1, G2 arealternately aligned in the vehicle longitudinal direction substantially,that there exists some gap between the both or the both overlap eachother partially. For example, there may be some gap, in the longitudinaldirection, between the first joint portion H2 and the second jointportion G1. Alternatively, the first joint portion H2 and the secondjoint portion G1 and/or the first joint portion H1 and the second jointportion G1 may overlap each other partially in the longitudinaldirection by making the longitudinal width of the first connectionportion 535 wider than the first open cross-section 53 in order toenlarge a joint area properly.

Further, it is fine (okay) that at least a single joint portion (secondjoint portion) joined to the inner face 3B is interposed between the twojoint portions (first joint portion) joined to the outer face 3A. Forexample, in a case in which a lightening separation portion is providedat a middle position of the first extension portion 512 having alongitudinally-long length, the second joint portion G1, a front side ofthe first joint portion H1, the separation portion, a rear side of thefirst joint portion H1, and the second joint portion G2 are aligned inthe longitudinal direction in this order. This should be part of themanner of “being alternately aligned in the vehicle longitudinaldirection” as well.

[Operations/Effects]

The front vehicle-body structure of the vehicle according to theabove-described embodiment provides the following operations/effects.First, the suspension housing 5 is joined to the front frame 3 such thatthe outer face 3A and the inner face 3B of the front frame 3 areinterposed alternately, in the vehicle longitudinal direction, betweenthe first joint portions H1, H2, H3 and the second joint portions G1, G2of the suspension housing 5 which are aligned alternately in the vehiclelongitudinal direction. The load inputted to the load input portion P1(suspension top portion 52) of the suspension housing 5 can be properlydispersed to the front frame 3 by adopting the above-described joiningmanner. Consequently, the resistance against the deformation, in thevehicle width direction, of the suspension housing 5 can be increased.

Particularly, the first joint portions H1, H2, H3 constitute the jointportion joined to the outer face 3A of the front frame 3 at the positionwhich is closer to the load input portion P1 (the outward fixationportion P3). Accordingly, when the load of the suspension is inputted tothe load input portion P1 and the force shown by the arrow F in FIG. 3acts on the suspension housing 5, the moment force can be weakened.Thus, the present joint structure contributes to restraining the inwardfalling-down deformation of the suspension housing 5.

The suspension housing 5 comprises the first open cross-section 53 andthe second cross-section 54 which extend in the vehicle width directionand interconnect the front frame 3 and the apron reinforcement 4. Thefirst open cross-section 53 includes the front ridgeline portion 533 andthe rear ridgeline portion 534 which extend in the vehicle widthdirection as the high-rigidity portion. Further, the second opencross-section 54 includes the front ridgeline portion 543 and the rearridgeline portion 544 which extend in the vehicle width direction as thehigh-rigidity portion. Accordingly, the resistance against thedeformation, in the vehicle width direction, of the suspension housing 5can be increased.

Further, the joint portion joined to the inner face 3B of the frontframe 3 is formed by the first and second connection portions 535, 545which constitute the second joint portions G1, G2 in the area where thefirst and second open cross-sections 53, 54 exist, and the first jointportions H1, H2, H3 joined to the outer face 3A of the front frame 3exist in the other area. Accordingly, the balance of joining can be madeappropriate. Moreover, the first and second connection portions 535, 545are the portions which are continuous to the lower end portions of theconnecting plates 532, 542. Accordingly, the suspension housing 5 can beprovided with the second joint portions G1, G2 in a properly-simplemanner by utilizing the shape features of the first and second opencross-sections 53, 54.

The suspension housing 5 comprises the suspension top portion 52 towhich the suspension is attached and the flat face portion 511 whichextends downward from the suspension top portion 52. As shown in FIG. 3,the flat face portion 511 is the vertical wall extending right above theflange portion 3F. The first extension portion 512 which constitutes thefirst joint portion H1 is provided continuously to the lower end of theflat face portion 511. According to this structure, the load inputted tothe suspension top portion 52 can be transmitted vertically to the frontframe 3 by way of the flat face portion 511. Further, the first andsecond bulkheads 6A, 6B are provided inside the front frame 3.Accordingly, the inward falling-down deformation of the suspensionhousing 5 can be restrained more effectively. Further, the first jointportion H1 which is properly strong for the outer face 3A of the frontframe 3 can be easily made at the first extension portion 512 extendedfrom the flat face portion 511.

Further, the present structure is configured such that the front-sidesecond joint portion G1 is interposed, in the longitudinal direction,between the first joint portions H1, H2, and the rear-side second jointportion G2 is interposed, in the longitudinal direction, between thefirst joint portions H1, H3. Herein, the strength of the first andsecond connection portions 535, 545 which constitute the second jointportion tends to be relatively weak because no open cross-sectionstructure is provided. According to the above-described structure,however, the structure is configured such that these first and secondconnection portions 535, 545 are interposed, in the vehicle longitudinaldirection, between the first and second extension portions 512, 513 andbetween the first and third extension portions 512, 514. Accordingly,the first and second connection portions 535, 545 can be reinforced bythe first joint portions H1, H2, H3 which the first-third extensionportions 512-514 constitute even if the strength of these connectionportions 535, 545 is relatively weak.

Further, as schematically shown in FIG. 11, the longitudinal width a2 ofthe second open cross-section 54 is wider than the longitudinal width alof the first open cross-section 53. The rear end 43 of the apronreinforcement 4 is fixed to the front pillar, not illustrated, and thefront side of the apron reinforcement 4 and the suspension housing 5 arecapable of swinging inward, in the vehicle width direction, with asupporting point located at this rear end 43. This swing force can be afactor causing the lateral falling-down deformation of the suspensionhousing 5. In view of this matter, the longitudinal width a2 of thesecond open cross-section 54 which is close to the rear end 43 (swing'ssupporting point) is configured to be relatively wide, so that thepresent structure is superior in reducing the bending moment with acausing point at the rear end 43 (swing's supporting point). The inwardfalling-down deformation of the suspension housing 5 is restrained bythis structural features as well.

According to the font vehicle-body structure of the vehicle according tothe above-described present invention, the sectional secondary moment ofthe suspension housing 5 against the deforming force occurring in thevehicle width direction can be improved even when the large load isinputted to the suspension top portion 52. Accordingly, the lateralfalling-down deformation of the suspension housing 5 can be restrainedeffectively.

The present invention should not be limited to the above-describedembodiment, and any other modifications or improvements may be appliedwithin the scope of a spirit of the present invention.

What is claimed is:
 1. A front vehicle-body structure of a vehicle,comprising: a front frame extending in a vehicle longitudinal directionand having a closed cross-section; an apron reinforcement extending in avehicle longitudinal direction and arranged above and on an outwardside, in a vehicle width direction, of the front frame; and a suspensionhousing connecting the front frame and the apron reinforcement, to whicha suspension component is attached, wherein said front frame includes anouter face facing an outward side in the vehicle width direction, aninner face facing an inward side in the vehicle width direction, and anupper face positioned upward between the outer face and the inner face,said suspension housing includes a first joint portion joined to saidouter face of the front frame and a second joint portion joined to saidinner face of the front frame, and said first joint portion and saidsecond joint portion are arranged on an end portion of the suspensionhousing which is positioned on a front-frame side such that the firstand second joint portions are alternately aligned in the vehiclelongitudinal direction.
 2. The front vehicle-body structure of thevehicle of claim 1, wherein said suspension housing comprises pluralopen cross-sections extending in the vehicle width direction andinterconnecting said front frame and said apron reinforcement, theplural open cross-sections being spaced apart from each other in thevehicle longitudinal direction, and a longitudinal area of thesuspension housing where each of said open cross-sections exists isjoined to the front frame by said second joint portion.
 3. The frontvehicle-body structure of the vehicle of claim 2, wherein an end portionof each of said open cross-sections which is positioned on a front-frameside is formed by a pair of side plates which have a width correspondingto a width, in the vehicle width direction, of said upper face of thefront frame and a connecting plate which connects end edges ofrespective inward sides, in the vehicle width direction, of said pair ofside plates, and said second joint portion is a connection portion whichis continuous to an end portion of said connecting plate.
 4. The frontvehicle-body structure of the vehicle of claim 1, wherein saidsuspension housing further comprises a suspension top portion to whichthe suspension is attached and a flat face portion which extendsdownward from said suspension top portion, and a first extension portionwhich constitutes said first joint portion is provided continuously to alower end of said flat face portion.
 5. The front vehicle-body structureof the vehicle of claim 2, wherein said suspension housing furthercomprises a suspension top portion to which the suspension is attachedand a flat face portion which extends downward from said suspension topportion, and a first extension portion which constitutes said firstjoint portion is provided continuously to a lower end of said flat faceportion.
 6. The front vehicle-body structure of the vehicle of claim 3,wherein said suspension housing further comprises a suspension topportion to which the suspension is attached and a flat face portionwhich extends downward from said suspension top portion, and a firstextension portion which constitutes said first joint portion is providedcontinuously to a lower end of said flat face portion.
 7. The frontvehicle-body structure of the vehicle of claim 1, wherein saidsuspension housing comprises a first open cross-section and a secondopen cross-section which extend in the vehicle width direction andinterconnect said front frame and said apron reinforcement,respectively, the first and second open cross-sections being spacedapart from each other in the vehicle longitudinal direction, alongitudinal area of the suspension housing where each of said first andsecond open cross-sections exists is joined to the front frame by saidsecond joint portion, an end portion of each of said first and secondopen cross-sections which is positioned on a front-frame side is formedby a pair of side plates which have a width corresponding to a width, inthe vehicle width direction, of said upper face of the front frame and aconnecting plate which connects end edges of respective inward sides, inthe vehicle width direction, of said pair of side plates, said secondjoint portion is a connection portion which is continuous to an endportion of said connecting plate, said suspension housing furthercomprises a suspension top portion to which the suspension is attachedand a flat face portion which extends downward from said suspension topportion, first, second and third extension portions which constitutesaid first joint portion are provided continuously to a lower end ofsaid flat face portion, said first and second open cross-sections areprovided such that said flat face portion of the suspension housing isinterposed therebetween, and the connection portion of said second jointportion for the first open cross-section is interposed, in the vehiclelongitudinal direction, between said first and second extension portionsand the connection portion of said second joint portion for the secondopen cross-section is interposed, in the vehicle longitudinal direction,between said first and third extension portions.